6-Speed Automatic Transmission 09G/09M Design and Function · 6-Speed Automatic Transmission 09G/09M The Japanese automatic transmission manufacturer AISIN Co., LTD is the developer

6-Speed Automatic Transmission09G/09M Design and Function

Self-Study ProgramCourse Number 851503

Volkswagen of America, Inc.Service TrainingPrinted in U.S.A.Printed 04/05Course Number 851503

©2005 Volkswagen of America, Inc.

All rights reserved. Information containedin this manual is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of Volkswagen of America, Inc., its affiliated companies and its licensors. All rights are reserved to make changes at anytime without notice. No part of this documentmay be reproduced, stored in a retrievalsystem, or transmitted in any form or by anymeans, electronic, mechanical, photocopying,recording or otherwise, nor may these materials be modified or reposted to other sites without the prior expressed writtenpermission of the publisher.

All requests for permission to copy and redistribute information should be referred to Volkswagen of America, Inc.

Always check Technical Bulletins and the latest electronic service repair information that may supersede any information included in this booklet.

Trademarks: All brand names and product names used in this manual are trade names, service marks, trademarks, or registered trademarks; and are the property of their respective owners.

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

6-Speed Automatic Transmission 09G/09M

Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Selector Lever Positions and Operation, Selector Lever Design in2004 Golf, Selector Lever Design in 2004 Eurovan, Ignition KeyRemoval Lock in 2004 Golf, Ignition Key Removal Lock in 2004Eurovan

Transmission Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Transmission Section 09G, Transmission Section 09G - Schematic,Planetary Gear/Shifting Elements, Torque Converter, TorqueConverter Lock-Up Clutch, ATF Supply/Lubrication, Section -Automatic Transmission, Park Lock, Hydraulic Control, Torque Flow

System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Example: 2004 Golf

Transmission Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Transmission Control Module (TCM) J217, Dynamic ShiftingProgram DSP, Sport Mode “S”, Emergency Running Mode,Towing, Starter Interlock, Back-up Light, Sensors, Actuators,Solenoid Valves, Electrical Pressure Control Valves, 2004 GolfFunctional Diagram, 2004 EuroVan Functional Diagram, 2004 GolfCAN Databus Connections

Self-Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

Diagnostic

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

Special Tools

Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

Terms

Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

Table of Contents

Page

i

New!

Important/Note!

The Self-Study Program provides you with informationregarding designs and functions.

The Self-Study Program is not a Repair Manual!

For maintenance and repair work, always refer to thecurrent technical literature.

ii

1

6-Speed Automatic Transmission

09G/09M

The Japanese automatic transmissionmanufacturer AISIN Co., LTD is thedeveloper and manufacturer of the 09Gtransmission. Volkswagen engineersdeveloped the transmission in conjunctionwith Aisin and adapted it to Volkswagenvehicles.

The 09G/09M 6-speed automatictransmission is installed in the followingVolkswagen vehicles:

• The size of the torque converter

• The torque converter characteristiccurve of the torque boost (conversionfactor or conversion boost)

• The selector lever

• The ignition key removal lock

Introduction

Designation

09G

09G

09M

184 lbs-ft (250 Nm)

184 lbs-ft (250 Nm)

332 lbs-ft (450 Nm)

2005 Jetta/New Beetle

2006 Passat

2006 Passat

Maximum Torque Transfer Vehicles

The transmission is adapted for use withdifferent engines and vehicles by varying:

• The number of disc pairs for clutchesand brakes

• The adaptation of the ATF pressure onthe clutches and brakes

• The configuration of gear pairs,planetary gear sets (e. g. four instead ofthree planetary gears), shafts andbearings

• The reinforcement of housingcomponents

• The ratio of the final drive and theintermediate drive

The transmission sets new standards fordynamics and efficiency in the diagonallyinstalled, conventional stepped automatictransmission segment through:

• Low weight

• High overall transmission ratio spread

• Compact dimensions of thetransmission

• High speed of shifting

• High level of shifting comfort

The same manufacturer makes the 6-speedautomatic transmission in the VolkswagenTouareg designated 09D. Both automatictransmissions from AISIN use a Lepelletierarrangement.

The advantage of this Lepelletierarrangement is its simple, space-saving andlightweight design. It combines a simpleplanetary gear set with a subsequentRavigneaux arrangement. This makes sixspeeds possible with only five shiftingelements.

Introduction

2

ATF Cooler

Multi-function Switch

Electrical Connections

3

Technical Data

Depending on engine type, overall ratio is configured as 5+E transmission or as 6-speedtransmission.

For the 5+E transmission, the highest speed is reached in 5th gear. The 6th gear reducesengine speed, improves driving comfort and reduces fuel consumption:

For the 6-speed transmission configuration, the highest speed is reached in 6th gear. The 6thgear lowers transmission gear ratio and increases driving dynamics.

Introduction

Manufacturer

Transmission type

Control

Torque performance

Final drive GSY

Final drive GJZ

ATF specification

Filling amount

Weight

Length

Spread

G 052 025 A2

7.4 quarts (7.0 liters) [initial fill] lifetime filling

Approx. 182 lbs (82.5 kg)

Approx. 13.8 in (350 mm)

6.05

Intermediate drivefor code lettersGSY/GJZ

Electro-hydraulically controlled 6-speed planetary gear(stepped automatic transmission) with hydrodynamic torqueconverter and traction controlled torque converter lock-up clutchfor front wheel drive and transverse installation

Hydraulic control module in oil sump with external electroniccontrol module

Dynamic Shifting Program DSP with separate Sport program in“Position S“ and the Tiptronic shifting program for manual gearchange (optional with Tiptronic steering wheel)

Up to 332 lbs-ft (450 Nm), depending on version

No. of teeth 52/49 = 1.061

No. of teeth 61/15 = 4.067

No. of teeth 58/15 = 3.867

AISIN Co., LTD. Japan

The appearance of the selector lever may differ for different vehicles. The operation and thefunction is the same, however, for all vehicles with this automatic transmission.

Steering wheel paddles are available as options and can also differ in appearance forindividual vehicles.

Selector Lever Positions and

Operation

P - ParkBefore the selector lever can be moved outof this position, the ignition must beswitched on and the foot brake must bepressed.Additionally, the locking button on theselector lever must be pressed.

R - ReverseTo shift into this gear, the locking buttonmust be pressed.

N - NeutralThe transmission is in idle in this position.If the selector lever is in this position for along time and the vehicle is driven at lessthan 3 mph (5 km/h), the foot brake must bepressed again to leave this position.

D - DriveIn this driving position, the forward gears areshifted automatically.

S - SportThe locking button must be pressed to shiftinto the selection range “S”. The controlmodule selects gears automaticallyaccording to a “sporty” characteristic curve.

+ and -The Tiptronic functions are performed in theright selector lever gate and at the steeringwheel paddles.

Selector Lever

4

Locking Button

Steering Wheel Paddles

Selector Lever Park Position Lock Switch F319

Tiptronic Switch F189

Shift Lock Solenoid N110

5

Selector Lever Design in 2005 Jetta

The selector lever activates the Multi-Function Transmission Range (TR) SwitchF125 via the selector lever linkage.Mechanical movement of the linkage isconverted by the Multi-Function TransmissionRange (TR) Switch F125 into electricalsignals corresponding to the selector leverposition. The electrical signals are sent overanalog wires to the Transmission ControlModule (TCM) J217.

Selector Lever Park Position Lock SwitchF319

If the selector lever is in the “P” position,the switch sends the signal — selector leverin position “P” — to the Steering ColumnElectronic Systems Control Module J527. Thecontrol module requires this signal to controlthe ignition key removal lock.


The Shift Lock Solenoid N110 is controlled bythe Transmission Control Module (TCM) J217.


The switch recognizes the Tiptronic gate aswell as Tip + and Tip -. The signal travels overan analog wire to the Transmission ControlModule (TCM) J217.

Selector Lever

Ignition Switch Key Lock Solenoid N376

Ignition Lock

Ignition Key Removal Lock in 2005

Jetta

The ignition key removal lock prevents theignition key from being turned back into theremoval position when the park lock is notengaged.

It functions electromechanically and iscontrolled by the Steering Column ElectronicSystems Control Module J527.

Steering Column Electronic Systems ControlModule J527 recognizes the position of theSelector Lever Park Position Lock SwitchF319.

If the switch opened, the selector lever is inthe “P” position; the Ignition Switch KeyLock Solenoid N376 is not supplied withcurrent.

The ignition key can be removed.

Selector Lever

6

7

Selector lever in Park Position, Ignition isSwitched Off

Selector Lever

+F319

J527

-

Ignition Switch Key Lock Solenoid N376

Ignition Lock

“Ignition Off“

Locking Pin at Selector Lever Position “P“

Selector Lever in Drive Position, Ignitionis Switched On

- +F319

J527

“Ignition On“

Transmission Section 09G

The transmission section describes the original design and configuration of the componentsin the transmission.

Transmission Design

8

K3 K1 B1 F B2 K2

P2

PT2

S2

S3

P3

P1

PT1

S1

ATF Pump

Output Output

Intermediate Drive

K = Multi-disc ClutchB = Multi-disc BrakeS = SunP = Planetary GearsPT = Planet CarrierF = Freewheel

9

Transmission Section 09G - Schematic

This illustration provides clarification.

Transmission Design

K3 K1B1 F B2 K2

P2

PT2

S2

S3

P3

P1

PT1

S1

ATF Pump

Output Output

Intermediate Drive

Torque Input

Planetary Gear/Shifting Elements

The planetary gear set is a Lepelletierdesign. The engine torque first drives asimple planetary gear set. From the simpleplanetary gear set, it is transferred to aRavigneaux double planetary gear set.

Multi-disc clutches K1 and K3 and multi-discbrake B1 are located on the simple planetarygear set. The number of planetary gearsdepends on the transmission's torquetransfer.

Multi-disc clutch K2 and multi-disc brake B2,as well as freewheel F, are located on thedouble planetary gear set.

The clutches achieve a control behavior thatis independent of engine speed throughtheir dynamic pressure equalization. Theclutches K1, K2 and K3 pass the enginetorque into the planetary gear. The brakes B1and B2 and the freewheel support theengine torque at the transmission housing.All clutches and brakes are indirectlycontrolled by the electrical pressure controlvalves.

Freewheel F is a mechanical shifting element.It is arranged in parallel with brake B2.

Transmission Design

10

K3 K1B1 F B2

DoublePlanetaryGear Set

SimplePlanetaryGear Set

K2

11

Torque Converter

The hydro-mechanical torque converter serves as a starting element and increases torque inthe conversion range. There is a torque converter lock-up clutch integrated into the torqueconverter.

Transmission Design

Ring Gear

Groove

Torque ConverterLock-up Clutch

ATF PumpDrive

Torque ConverterHubThe starter ring gear is welded onto the

torque converter housing and is part of thetorque converter. This helps ensure acompact transmission design.

The torque converter is supported by thetransmission at the converter hub via afriction bearing.

The ATF pump is driven via the notches inthe torque converter hub.

This torque converter can be used indifferent engine applications by adapting theinternal components.

Torque Converter Lock-Up Clutch

Design

The torque converter is equipped with atorque converter lock-up clutch withintegrated torsion dampers.

The torsion dampers reduce torsionvibrations when the torque converter lock-upclutch is closed. This greatly expands therange in which the torque converter lock-upclutch can be closed.

There are three basic states:

• Torque converter lock-up clutch open

• Torque converter lock-up clutchregulated operation

• Torque converter lock-up clutch closed

During normal driving operation, the torqueconverter lock-up clutch can be closed ineach gear.

Transmission Design

12

Torque ConverterLock-up Clutch Torsion Damper

13

Operating Ranges of the Torque ConverterLock-Up Clutch

Depending on driving mode, engine load,and vehicle speed the torque converter lock-up clutch is first regulated with minimal slipand subsequently completely closed.

During regulated operation, fuelconsumption is reduced compared to anopen torque converter lock-up clutch (TCC)and drive comfort is improved compared to aclosed torque converter lock-up clutch.

Using Tiptronic in “S” mode, the torqueconverter lock-up clutch is closed as soon aspossible. The direct power connectionbetween engine and transmission improvesthe sporty driving feel.

In a climbing mode, the torque converterlock-up clutch closes in 2nd gear.

When ATF temperature is above 130 °C, thetorque converter lock-up clutch is no longerregulated, but instead is closed quickly.

This helps the ATF maintain a lower thermalload and cools it down.

Transmission Design

TCC - Open

Vehicle Speed

Eng

ine

Load

TCC -Regulated

TCC - Closed

ATF Supply/Lubrication

ATF (Automatic Transmission Fluid)

The high standards regarding shifting quality,reliability, and ease of maintenance place thehighest demand on the ATF.

The ATF influences the friction coefficient ofthe clutches and the brakes.

The ATF is developed along with the designand testing of the transmission. It isnecessary that only ATF with the correctdesignation be used for this transmission.The correct ATF is necessary for efficienttransmission function.

The planetary gear, final drive, anddifferential have a common ATF supply.

Transmission Design

14

ATF Pump Housing

Pinion

Internal Gear

Internal Gear

Drivers

Pinion

15

ATF Pump

One of the most important components ofan automatic transmission is the ATF pump.Without a sufficient ATF supply, thetransmission cannot work efficiently.

The ATF pump is an internal tooth gearpump (duo-centric pump).

The pump is characterized by low frictionand light weight.

It is driven directly by the engine (engineRPM) via the torque converter housing andthe converter hub. The pinion drivers engagewith two torque converter hub notches. Theconverter hub is supported by the pumphousing via a friction or needle bearing.

Transmission Design

When mounting the torqueconverter and before installing thetransmission, it is important tomake sure that the ATF pumpdrivers engage correctly in theconverter hub grooves.

ATF Cooling

The ATF is cooled by an ATF heat exchangerthat is flanged directly on the transmissionand is integrated in the engine coolantcircuit. Because of this, the ATF circuitremains closed and requires no additionalATF lines.

The “closed ATF circuit” simplifies filling andchecking the ATF level. Disconnecting theATF lines is not required when removing andinstalling the transmission.

Transmission Design

16

ATF Cooling Circuit in 2005 Jetta/2006 Passat

Air Stream

Engine Radiator

ATF Cooler

ATF Circuit

Engine Coolant Circuit 2005 Jetta

17

Section - Automatic Transmission

Transmission Design

K3 K1B1 F B2 K2

P2

PT2

P3

S2

S3

P1

PT1

S1

ATF Pump

Output Output

H1

H2

Torque Input

Turbine Shaft

18

Transmission Design

Simple Planetary Gear Set

Component:

Internal Gear - H1

Planetary Gears 1 - P1

Sun Gear - S1

Planet Carrier - PT1

Connected to:

Turbine Shaft (Power Train)/Clutch K2

Power transfer in Planetary Gear Set

Fixed

Clutch K1/K3

Double Planetary Gear Set

Component:

Internal Gear - H2

Planetary Gears Long - P2

Planetary Gears Short - P3

Sun Gear Large - S2

Sun Gear Small - S3

Planet Carrier - PT2

Connected to:

Output



Clutch K3/BrakeB1

Clutch K1

Clutch K2/Brake B2/Freewheel F

Clutches, Brakes, Freewheel

Component:

Clutch - K1

Clutch - K2

Clutch - K3

Brake - B1

Brake - B2

Freewheel - F

Connected to:

Planet Carrier PT1 (Simple Planetary Gear Set) withthe Small Sun Gear S3 (Secondary Gear Set).

Turbine Shaft (Power Train) with the PlanetCarrier PT2 of the Double Planetary Gear Set.

Planet Carrier PT1 (Simple Planetary Gear Set) withthe Large Sun Gear S2 (Secondary Gear Set).

Secures the Large Sun Gear S2 (Secondary Gear Set).

Secures the Planet Carrier PT2 (Secondary Gear Set).

Secures the Planet Carrier PT2 (Secondary Gear Set)against the Power Train Rotational Direction.In use for 1st Gear Driving Mode (no engine brake).

19

Park Lock Wheel

Locking Pawl

Pin

CompressionSpring

ShaftIntermediate Drive

Locking Pawl

LinkagePark Lock Wheel CompressionSpring

Park Lock

The park lock secures the parked vehiclefrom rolling away. It is mechanically operatedby the selector lever via the selector levercable, the selector shaft, and a linkage withpin and compression spring.

The park lock wheel is integral with thedriven gear of the intermediate shaft. Itsimultaneously serves as the sensor wheelfor the Transmission Output Speed (RPM)Sensor G195.

The locking pawl engages in the teeth of thepark lock wheel to lock the final drive. Thereis an adjustment/equalization of the wheelsthe axle is partially raised.

Securing against rolling away for a partiallyraised front axle (e.g., when changing tiresusing the car jack) is not possible. It isimperative to use the parking brake.

When on a steep incline, the parking brakeshould be used before engaging the selectorlever position “P” to protect the selectorlever cable and to ease the operation of theselector lever.

Tension between the locking pawl and thepark lock wheel is thus prevented. Whendriving away, the selector lever must first beshifted out of “P” and the parking brakemust be released next.

Transmission Design

20

Hydraulic Control

Valve Body

The clutches and brakes (shifting elements)are controlled by the valve body via hydraulicvalves. These valves are activated bysolenoid valves that in turn are activated bythe Transmission Control Module (TCM) J217.

In addition to the shifting elements, thevalve body controls the torque converterlock-up clutch and the ATF pressure in thetransmission (e.g., main pressure, controlpressure, converter pressure, and lubricationpressure).

The valve body contains the followingcomponents:

• The mechanically operated selectorvalve.

• The hydraulically controlled solenoidvalves.

• Six electrically controlled pressurecontrol valves.

• The Transmission Fluid TemperatureSensor G93.

Transmission Design

N89

N88

N89

N92

N93

N91

N282

N283

N90

Solenoid Valves

Selector Lever Shaft

Component Location forTransmission FluidTemperature Sensor G93

Valve Body

Electrical Pressure Control Valves

Selector Lever

Transmission Control Module (TCM) J217 Multi-Function Transmission Range

(TR) Switch F125

21

Solenoid Valves

There are two types of solenoid valves:solenoid valves with two shifting positions(on/off) and electrical pressure control valves(modulation valves).

Solenoid Valve 1 N88 and Solenoid Valve 2N89 are so-called on/off valves. Throughthese, hydraulic valves are activated usingATF pressure and thereby an ATF channel isopened or closed.

Transmission Design

N89

N88

N89

N92

N93

N91

N282

N283

N90

Solenoid Valves Electrical PressureControl Valves


Electrical pressure control valves convert anelectrical current into a proportional hydrauliccontrol pressure. There are two types ofpressure control valves installed.

Pressure control valves with risingcharacteristic curve increase the controlpressure (P) as control current (I) increases:no current means no control pressure(0 mA = 0 bar).

Pressure control valves with fallingcharacteristic curve reduce control pressure(P) as control current (I) increases:maximum current means no controlpressure (max mA = 0 bar).

Introduction

22

Pressure Control Valveswith Rising CharacteristicCurve N90 and N91

Pressure Control Valveswith Falling CharacteristicCurve N92, N93,N282 and N283

23

Function Assignment of Solenoid Valves

Solenoid Valve 3 N90 controls clutch K3

Solenoid Valve 4 N91 controls the torqueconverter lock-up clutch


Solenoid Valve 6 N93 controls the mainpressure/system pressure


Solenoid Valve 10 N283 controls brake B1.

Solenoid Valve 1 N88 and Solenoid Valve 2N89 control the shifting of gears 4 through 6and are sporadically and alternately activated(supplied with current) during gear shifting.

Solenoid Valve 1 N88 and Solenoid Valve 2N89 control brake B2 in 1st gear - Tiptronicmode (for the engine brake).

Transmission Design

Assignment Table of Multi-disc Clutches and Brakes to Shifted Gear

Gear

1st Gear2nd Gear3rd Gear4th Gear5th Gear6th GearR Gear

Component

K2

XXX

K3

X

X

X

B1

X

X

B2

*

X

F

XK1

XXXX

* The “engine brake”The braking force of the “shifted” engine can be used in particular drivingsituations such as steep inclines by engaging 1st gear in Tiptronic mode.The multi-disc brake B2 is closed in 1st gear only in Tiptronic mode.

24

P1 S1 K1 H1 F

H2PT1

TorqueInput

Turbine Shaft

To DriveshaftTo Driveshaft

PT2

S3

Output Toothed Gear

1st Gear

Ratio 4.148 Code Letters GSY/GJZ

Torque Flow/Power Flow

Parts Held by the Freewheel

Gear Description - Clutch K1 - Freewheel F

The turbine shaft drives the internal gear H1of the simple planetary gear set. The internalgear drives the planetary gears P1 that meshwith the supporting stationary sun gear.Planet carrier PT1 is driven through this.

Clutch K1 is closed; the torque is thustransferred to sun gear S3 of the doubleplanetary gear set.

The long planetary gears transfer the torqueto the internal gear H2. The internal gear isdirectly connected to the output toothedgear. The planet carrier PT2 rests on thefreewheel F.

Because 1st gear is engaged using thefreewheel, the power transfer in 1st geardeceleration mode is nullified. The gears drivein deceleration mode. Freewheel F turnsaway from its locking direction (in freewheeldirection); engine braking cannot be used.

Transmission Design

Torque Flow

25

Gear Description - Clutch K1 - Brake B2

Engine braking in 1st gear can be used incertain driving situations (e.g. for steepinclines) by selecting 1st gear in Tiptronicmode (brake B2 closed).

The torque flow corresponds to the flow asdescribed for 1st gear.

The use of engine braking in 1st gear canonly be enabled by engaging brake B2.

Brake B2 locks planetary carrier PT2 like thefreewheel F. Unlike freewheel F, however,brake B2 secures planet carrier PT2 in bothrotation directions. This is necessary forreverse and also for engine braking in 1st

gear.

Transmission Design

K1 F B2

H2

PT2TorqueInput



1st Gear

With Engine Brakein Tiptronic ModeRatio 4.148 Code Letters GSY/GJZ

26


The turbine shaft drives the internal gear H1of the simple planetary gear set. The internalgear H1 drives the planetary gears P1 thatmesh with the supporting stationary sungear S1. Planet carrier PT1 is driven throughthis.

Clutch K1 connects planet carrier PT1 to thesun gear S3 and thus transmits torque to thedouble planetary gear set.

Brake B1 locks the large sun gear S2. Thetorque is transferred from sun gear S3 toshort planetary gears P3 and from there tolong planetary gears P2.

Long planetary gears P2 mesh with thestationary sun gear S2 and drive internalgear H2.

Transmission Design



B1 P1 K1 S1 H1

H2

P2

PT1

P3S2

S3

Turbine Shaft

2nd Gear

Ratio 2.370 Code Letters GSY/GJZ

27

Gear Description - Clutch K1 - Clutch K3

The turbine shaft drives the internal gear H1of the simple planetary gear set. The internalgear H1 drives the planetary gears P1 thatmesh with the supporting stationary sungear S1. Planet carrier PT1 is driven throughthis.


Clutch K3 also transmits torque to thedouble planetary gear set on sun gear S2.By engaging both clutches K1 and K3, thedouble planetary gear set is locked. Torque isthen directly transferred from the planetarygear set to the output toothed gear.

Transmission Design

K3 P1 K1 S1 H1

PT2

S2

PT1

S3

Output Toothed Gear

Turbine Shaft



3rd Gear

Ratio 1.556Code Letters GSY/GJZ

28


The turbine shaft drives the internal gear H1of the simple planetary gear set and theouter disc carrier of clutch K2.

The internal gear H1 drives the planetarygears P1 that mesh with the supportingstationary sun gear S1. Planet carrier PT1 isdriven through this.


Clutch K2 connects the turbine shaft toplanet carrier PT2 and thus also transmitstorque to the double planetary gear set.

Long planetary gears P2, which are engagedwith the short planetary gears P3, drive theinternal gear H2 along with planet carrier PT2.

Transmission Design



Turbine Shaft

P1 K1 S1 H1 K2

H2

P2

PT2

P3

S3

PT1

4th Gear


29


The turbine shaft drives the internal gear H1of the simple planetary gear set and theouter disc carrier of clutch K2.

The internal gear H1 drives the planetarygears P1 that mesh with the supportingstationary sun gear S1. Planet carrier PT1 isdriven through this.


Clutch K2 connects the turbine shaft toplanet carrier and thus also transmits torqueto the double planetary gear set.

Long planetary gears P2 drive the internalgear H2 along with planet carrier PT2 andsun gear S2.

Transmission Design



Turbine Shaft

K3 P1 S1 H1 K2

H2

P2

PT2

S2

PT1

5th Gear


30


Brake B1 locks sun gear S2.

Clutch K2 connects turbine shaft to theplanet carrier of the double planetary gearset and thus transmits torque to the doubleplanetary gear set.

Long planetary gears P2 mesh with thestationary sun gear S2 and drive internalgear H2.

Clutches K1 and K3 are not engaged. Thesimple planetary gear set does notcontribute to the power flow.

Transmission Design


Parts are Secured or TakenUp by the Freewheel

Turbine Shaft

K3 B1 K1 K2

H2

P2

PT2

S2

6th Gear


31


The turbine shaft drives the internal gear H1of the simple planetary gear. The internalgear H1 drives the planetary gears P1 thatmesh with the supporting stationary sungear S1. Planet carrier PT1 is driven throughthis.


Brake B2 locks planet carrier PT2 in thedouble planetary gear set. Torque istransferred from sun gear S2 to the longplanetary gear P2.

Torque from planet carrier PT2 is transferredto internal gear H2, which is connected tothe output shaft.

Internal gear H2 is therefore driven in theopposite direction of the engine rotation.

Transmission Design



Turbine Shaft

K3 P1 S1 H1 B2

H2P2

PT2

S2

PT1

Reverse


32

System Overview

Sensors

Transmission Input Speed(RPM) Sensor G182

Transmission Output Speed(RPM) Sensor G195

Multi-Function TransmissionRange (TR) Switch F125

Transmission FluidTemperature Sensor G93


Tiptronic Upshift Button(on Steering Wheel) E438and Tiptronic Downshift Button(on Steering Wheel) E439 Diagnostic Connector

Example: 2005 Jetta

33

System Overview

Actuators

Transmission Control Module(TCM) J217

Solenoid Valve 1 N88,Solenoid Valve 2 N89in valve body


Motronic Engine ControlModule (ECM) J220

ABS Control Module J104

Instrument Cluster ControlModule J285

Electrical Pressure ControlSolenoid Valve 3 N90,Solenoid Valve 4 N91,Solenoid Valve 5 N92,Solenoid Valve 6 N93,Solenoid Valve 9 N282,Solenoid Valve 10 N283in valve body

CAN Databus

34

Transmission Control Module (TCM)

J217

The control module is connected to thevehicle by a 52-pin connector. The VAS1598/48 adapter cable is available for staticand dynamic system measurements.

The manufacturer of the control module isAISIN AW Japan.

Update Programming is possible using VAS5051and VAS 5052.

Transmission Control

Component Location in 2006 PassatBeneath the Left Front Wheel HousingCover

Transmission Control Module (TCM) J217

35

Dynamic Shifting Program DSP

This automatic transmission has the latestgeneration Dynamic Shifting Program DSP.

The driving conditions, as well as forexample the driving resistance (e.g.,climbing), the road profile (e.g., curve), andthe driver type (manner of driving) areevaluated.

The basic parameters for the calculation ofthe gear selection have not fundamentallychanged compared to previous automatictransmissions. Due to the constantlyincreasing integration of the transmissioncontrol with other vehicle systems, such asthe engine, ESP, or the steering anglesensor, a large amount of information isavailable to better define the current drivingconditions and the driving manner.

Sport Mode “S”

A performance-oriented shifting program isavailable to the driver in selector leverposition “S”.

If the Transmission Control Module (TCM)J217 recognizes the selector lever position“S”, the shifting characteristic curves arereallocated to higher engine speeds. Thisincreases the driving dynamic.

The DSP also adapts to driver input (drivertype evaluation) and driving situations in “S”position.

The “S” mode contains the followingcharacteristics:

• If the selector lever is placed in “S”while driving with an unchangingaccelerator pedal position, a downshiftoccurs within defined limits.

• To achieve a more direct driving reactionto the movements of the acceleratorpedal, the torque converter lock-upclutch closes as soon as possible.

If 6th gear is designed as the E-gear for theoverall transmission ratio, only gears 1through 5 are used.


36

Emergency Running Mode

In mechanical emergency running mode, 3rd

gear is always engaged in driving operationup to 3rd gear.

If the transmission is already in 4th, 5th, or6th gear, the current gear is maintained untilthe selector lever is put into neutral positionor the engine is stopped.

When starting off, 3rd gear is alwaysengaged in selector lever position “D”or “S”.

Reverse gear is available (R-gear locking isnot active).

Towing

When towing, the ATF pump is notoperated, and therefore rotating componentsare not lubricated.

To avoid severe damage to the transmission,the following conditions must be metwithout fail:

• The selector lever must be in “N”position.

• Towing speed must not exceed 31 mph(50 km/h).

- • Vehicle must not be towed farther than31 miles (50 km).

For Jetta and Passat, if the battery isdisconnected or discharged, the selectorlever emergency release must be operatedto shift the selector lever out of “P” into “N”.

System pressure is controlled to themaximum value; the shifting elements arethus pressurized to maximum shiftingpressure. This results in hard shift buckingwhen engaging the driving mode.

The torque converter lock-up clutch remainsopen.


37

Starter Interlock, Back-up Light

The starter interlock (control of starter terminal 50) and back-up light control functions arecontrolled by the Vehicle Electrical System Control Module J519. The starter interlockprevents engine start if the selector lever is in a driving position.


Engine Start - 2005 Jetta

If the selector lever is in “P” or “N”positions, the Vehicle Electrical SystemControl Module J519 receives a signal fromthe Multi-Function Transmission Range (TR)Switch F125. The Vehicle Electrical SystemControl Module J519 activates the PowerSupply Relay (terminal 50) J682 after thesignal. The relay activates and suppliesterminal 50 of the starter with voltage.

Back-up Light

The information “reverse gear” is initiallytransmitted to the Transmission ControlModule (TCM) J217 by the Multi-FunctionTransmission Range (TR) Switch F125. TheTransmission Control Module (TCM) J217stores this information on the powertrainCAN. By means of the Data Bus On BoardDiagnostic Interface J533, the informationarrives via the Comfort CAN at the VehicleElectrical System Control Module J519,which activates the back-up lights.

31

J519

J682

F125

30

Starter

38

Sensors

Multi-Function Transmission Range (TR)Switch F125

The multi-function switch is connected tothe selector lever by the selector lever cable.

It converts the mechanical movement of theselector lever into electrical signals andsends these signals to the TransmissionControl Module (TCM) J217.


Sliding Contact Switch

39

Switch for Position“P” and “N”

Back-Up Switch F41

Switches 1 Through 4 forSelector Lever Positions

The multi-function switch is a mechanicalmultiple-switch with six sliding contacts:

• Four switches for selector sliderposition.

• One switch for position “P” and “N”for start control.

• One switch for reverse Back-UpSwitch F41.

Effects of Signal Failure

As long as the difference between forwardand reverse gears can be determined, thereare no effects on the shifting program. If thereverse gear signal is faulty, the transmissionenters the emergency running mode.


Signal Utilization

The Transmission Control Module (TCM)J217 triggers the automatic shifting programcorresponding to the position of the multi-function switch and controls the followingfunctions:

• Starter interlock

• Back-up lights

• Selector lever lock P/N

The Transmission Control Module (TCM)J217 stores the current selector leverposition on the CAN bus for the use of othercontrol modules.

The multi-function switch must beadjusted if:

• It was replaced.

• A new transmission wasinstalled.

• The gear indicator in theinstrument panel displaysincorrectly.

40

Transmission Input Speed (RPM)Sensor G182

The Transmission Input Speed (RPM) SensorG182 records the transmission input RPM atthe outer disc carrier of clutch K2.

It works according to the Hall principle.

Signal Utilization

The Transmission Control Module (TCM)J217 requires accurate input RPM for thefollowing functions:

• Control, adaptation, and monitoring ofgear shifting.

• Regulation and monitoring of torqueconverter lock-up clutch.

• Diagnostic of the shifting elements andplausibility checking of engine RPM andtransmission output RPM.


The torque converter lock-up clutch isclosed. Engine RPM is used as replacementRPM.



Sensor Wheel for TransmissionInput Speed (RPM) Sensor G182Outer Disc Carrier K2


41

Transmission Output Speed (RPM)Sensor G195

The Transmission Output Speed (RPM)Sensor G195 records the transmissionoutput RPM at the park lock wheel. It worksaccording to the Hall principle.

The park lock wheel is integral with thedriven gear of the intermediate shaft.Because of the ratio between outputplanetary gear and intermediate shaft, bothRPMs are respectively proportional. TheTransmission Control Module (TCM) J217calculates the actual transmission outputRPM based on the programmedtransmission ratio.


The speed signal of the ABS Control ModuleJ104 is used as replacement RPM.


Signal Utilization

Transmission output RPM is one of the mostimportant signals for the electronictransmission control. It occurs in proportionto driving speed and is required for thefollowing functions:

• Selection of the shifting points

• Functions of the Dynamic ShiftingProgram DSP (e.g., driving conditionevaluation)

• Diagnostic of the shifting elements andplausibility checking of the engine andturbine RPM

Sensor wheel for TransmissionOutput Speed (RPM) Sensor G195(Park Lock Wheel)


Shaft Intermediate Drive


42

Transmission Fluid Temperature Sensor G93

The Transmission Fluid Temperature SensorG93 is located inside the valve bodyimmersed in the ATF. It measures ATFtemperature and transmits it to theTransmission Control Module (TCM) J217.


• A replacement value is created from theengine temperature and the operatingduration.

• No regulated operation of the torqueconverter lock-up clutch (only open orclosed).

• No adaptation of the shifting pressures(which typically leads to harder shifting).


N89

N88

N89

N92

N93

N91

N282

N283

N90

Signal Utilization

The ATF temperature is required for thefollowing functions:

• To adapt the shifting pressure (systempressure) as well as the pressure build-up and release during shifting.

• To activate or deactivate temperature-dependent functions (warm-up program,torque converter lock-up clutch, etc.).

• To activate transmission protectivemeasures at high ATF temperatures(Hot mode).

The Transmission Fluid Temperature SensorG93 is secured by a mounting plate. It ispart of the line assembly and works as athermal resistor.

43

NTC thermal resistor characteristic curveof Transmission Fluid Temperature SensorG93

With increasing temperature, the electricalresistance decreases.

Transmission Protection Measures

To protect against overheating thetransmission, countermeasures are triggeredwhen defined ATF temperatures areexceeded:

Countermeasure 1 (approx. 127 °C):

Using the DSP function, the shiftingcharacteristic curves are shifted to higherRPMs. The torque converter lock-up clutch isclosed earlier and is no longer regulated.

Countermeasure 2 (approx. 150 °C):

Engine torque is reduced.


104

105

32-40 176 248 320(40)(0)(-40) (80) (120) (160)

104

103

102

101

Temperature in °F (°C)

44


The Tiptronic switch is located in the circuitboard on the selector lever.

The selector lever positions:

• Selector lever in the Tiptronic gate

• Tip +

• Tip -

are recognized by the camshaft positionsensors (2005 Jetta).

The signals are sent over an analog wire tothe Transmission Control Module (TCM) J217.

Signal Utilization

Based on the signal from the Tiptronicswitch, the Transmission Control Module(TCM) J217 shifts a gear “up” or “down”,depending on operation.


If the switch fails or if a wire is faulty,Tiptronic mode is no longer available.



In 2005 Jetta

45

Tiptronic Upshift Button (on SteeringWheel) E438 and Tiptronic DownshiftButton (on Steering Wheel) E439

These optional buttons are found on thesteering wheel on the right and left.Upshifting and downshifting occurs byoperating the buttons.

The shift signals go directly to theTransmission Control Module (TCM) J217.

Signal Utilization

In Tiptronic mode, shifting can also occurusing these buttons.

If the Tiptronic buttons on the steering wheelare operated in automatic mode, thetransmission control enters Tiptronic mode. Ifthe Tiptronic buttons are then not operated,the transmission control returns to automaticmode after the expiration of a clock timer.

Effect of Signal Failure

In case of a signal failure, no Tiptronicfunctions are possible using the steeringwheel buttons.

Tiptronic Shifting Strategy

• Automatic upshifting when themaximum RPM is reached.

• Automatic downshifting when the RPMsfall below the minimum RPM.

• Kick down downshifting.

• Acceleration from standstill in secondgear by selecting 2nd gear beforeaccelerating.

• Upshift prevention or downshiftprevention.


Tiptronic Downshift Button(on Steering Wheel) E439

Tiptronic Upshift Button(on Steering Wheel) E438

46

Throttle Position (TP) Sensor G79 andAccelerator Pedal Position Sensor 2 G185

The sensors are located in an acceleratorpedal module on the pedal cluster.

Kick Down Information

A separate switch is not used for kick downinformation. There is a power element on theaccelerator pedal in place of a compressionbuffer (for manual transmissions). The powerelement generates a “mechanical pressurepoint” that provides the “kick down feeling”to the driver. If the driver activates kickdown, the Wide Open Throttle (WOT) voltagevalue of Throttle Position (TP) Sensor G79and Accelerator Pedal Position Sensor 2G185 is exceeded.

If a voltage value defined in the MotronicEngine Control Module (ECM) J220 isreached in doing so, this is interpreted askick down by the ECM and is transmitted viathe powertrain CAN to the TransmissionControl Module (TCM) J217. The kick downshifting point can only be tested using thediagnostic tester.


100 %

0

G79

G185

5,0

20 % 40 % 60 % 80 %

Sig

nal V

olta

ge in

V

Accelerator Pedal Path

Kick Down Range

Idle Driver Input Torque

Wide Open Throttle(WOT) Mechanical Stop

Accelerator PedalEnd Stop

Kick DownPower Element

Throttle Position (TP) Sensor G79 /Accelerator Pedal Position Sensor 2 G185

For safety reasons, two throttleposition sensors are used.

47

Actuators

In the electronically controlled automatictransmission, solenoid valves are used aselectrohydraulic shifting elements. There is adifference between solenoid valves (on/offvalves) and electrical pressure control valves(designated as modulation valves or also asmetering solenoid valves).

Solenoid Valves

Solenoid Valve 1 N88

Solenoid Valve 1 N88 works as an on/offsolenoid valve and opens or closes an ATFchannel. Solenoid Valve 1 N88 is on andopen in gears 4 through 6. Additionally,shifting from 5th to 6th gear is improved viathe solenoid valve. Without current, thesolenoid valve is closed.

Effect of Signal or Actuator Failure

It is no longer possible to shift into gears 4through 6.


Solenoid Valve 2 N89 works as an on/offsolenoid valve and opens or closes an ATFchannel. When Solenoid Valve 2 N89 is onand open, ATF pressure on the torqueconverter lock-up clutch is increased.

If Solenoid Valve 1 N88 and Solenoid Valve 2N89 are simultaneously opened, brake B2closes and in 1st gear in Tiptronic mode,“engine braking” is active.

The valve is closed with no current present.


If the signal to Solenoid Valve 1 N89 fails,the torque converter lock-up clutch can nolonger be pressurized to the maximum ATFpressure and “engine braking” is notpossible.


N89

N88

N89

N92

N93

N91

N282

N283

N90

Valve Body

48



Solenoid Valve 3 N90 regulates ATF pressureto multi-disc clutch K1.

The solenoid valve is closed with no currentpresent. In this shifting condition, themaximum ATF pressure affects the clutch.


If the solenoid valve is faulty or it cannot beactivated, shifting gears 1 through 4 can beharder.


Solenoid Valve 4 N91 regulates ATF pressureto the torque converter lock-up clutch.

If Solenoid Valve 4 N91 is without current,the torque converter lock-up clutch isopened.


The torque converter lock-up clutch remainsopen.


N89

N88

N89

N92

N93

N91

N282

N283

N90

N89

N88

N89

N92

N93

N91

N282

N283

N90

49


Solenoid Valve 5 N92 regulates ATF pressureto multi-disc clutch K3.

The solenoid valve is closed with no currentpresent. In this shifting condition, maximumATF pressure acts on the clutch.


If the solenoid valve is faulty or it cannot beactivated, the shifting of gears 3, 5, and Rcan be harder.



Solenoid Valve 6 N93 regulates main ATFpressure in the transmission depending onengine torque.

Without current, the solenoid valve is closedand the transmission operates withmaximum ATF pressure.


With a faulty solenoid valve or a malfunctionin the electrical circuit, all shifting may beharder.

N89

N88

N89

N92

N93

N91

N282

N283

N90

N89

N88

N89

N92

N93

N91

N282

N283

N90

50


Solenoid Valve 9 N282 regulates ATFpressure to multi-disc clutch K2.

The solenoid valve is closed with no currentpresent. In this shifting condition, maximumATF pressure acts on the clutch.


With a faulty solenoid valve or a malfunctionin the electrical circuit, all shifting of gears 4through 6 may be harder.



Solenoid Valve 10 N283 regulates ATFpressure to multi-disc brake B1.

The solenoid valve may close depending onthe current value. Without current, the brakeis closed and ATF pressure is maximum.


With a faulty solenoid valve or a malfunctionin the electrical circuit, the shifting of gears2 and 6 may be harder.

N89

N88

N89

N92

N93

N91

N282

N283

N90

N89

N88

N89

N92

N93

N91

N282

N283

N90

51


The solenoid is located in the selector leversupport.

It is an electromagnet and prevents theoperation of the selector lever out of the “P”and “N” positions with the ignition switchedon. To operate the selector lever out of thesepositions, the foot brake must be depressed.

Jetta

The selector lever is locked in the “P”position with an unpowered solenoid and inthe “N” position with a powered solenoid.


In case of a power outage, the selector leveris locked. To operate it, the emergencyrelease must be used.



Selector Lever Support

52


B

31

J519

J217

N88

x y

N89 N92 N282 N90

yx

J527

F319

CA

N -

L

CA

N -

H

N110

F125

+

-

A

P/N

Color Coding/Legend

= Input

= Bi-directional= Output Signal

= B+

= Ground (GND)= CAN Databus

2005 Jetta Functional Diagram

53


31

F189

N283 N91 N93 G93 G182 G195

Y6

A Battery

B Starter

F125 Multi-Function Transmission Range (TR) SwitchF189 Tiptronic SwitchF319 Selector Lever Park Position Lock Switch

G93 Transmission Fluid Temperature SensorG182 Transmission Input Speed (RPM) SensorG195 Transmission Output Speed (RPM) Sensor

J217 Transmission Control Module (TCM)J519 Vehicle Electrical System Control ModuleJ527 Steering Column Electronic Systems Control Module

N88 Solenoid Valve 1N89 Solenoid Valve 2N90 Solenoid Valve 3N91 Solenoid Valve 4N92 Solenoid Valve 5N93 Solenoid Valve 6N110 Shift Lock SolenoidN282 Solenoid Valve 9N283 Solenoid Valve 10

Y6 Transmission Range (TR) Display

Components

Diagnostic Connection CAN-H CAN Databus HighCAN-L CAN Databus Low

Additional Signals

54

J217 Transmission Control

Module (TCM)

J285 Instrument Cluster

Control Module

CAN Node

Diagnostic

Connection

Powertrain CAN Databus CAN Databus Wire

LIN Databus WireComfort CAN Databus

Instrument Cluster CAN Databus

Diagnostic CAN Databus

LIN Databus


2005 Jetta CAN Databus

Connections

55


J220 Motronic Engine

Control Module (ECM)

J533 Data Bus On Board

Diagnostic Interface

J519 Vehicle Electrical

System Control Module

J104 ABS Control Module

J527 Steering Column

Electronic Systems

Control Module

J453 Multi-function

Steering Wheel

Control Module

CAN Node

LIN

Da

tab

us

56

Diagnostic

The VAS 5051 Vehicle Diagnosis, Test andInformation System and the VAS 5052Vehicle Diagnosis, Test and InformationSystem are available for diagnostics.

The VAS 5051 Vehicle Diagnosis, Test andInformation System has the operatingmodes:

• Guided Fault Finding

• Guided Functions

• Vehicle Self-diagnostic

• OBD (On-Board Diagnostic)

• Measurement

The “Guided Fault Finding” operatingmode performs a vehicle-specific check of allinstalled control modules for malfunctionentries and automatically compiles a systemtest plan from the results.

Together with the service information suchas wiring diagrams or repair manuals, thisleads systematically to the malfunctioncause.

Independently of this, it is possible toassemble a custom test plan. Via thefunction and component selection, theselected tests are incorporated into the testplan and can be executed in desiredsequence for additional diagnosticprocedures.

The “Vehicle Self-diagnostic” operatingmode can still be used, but no serviceinformation is available.

The “Guided Functions” operating mode caneasily be used for everyday service functionssuch as the adaptation of vehicle keys.

Self-Diagnosis

IrDA + - VAS 5052

WORKSHOPEQUIPMENTWORKSHOPEQUIPMENT

VAS 5051

VAS 5052

VAS 5052 also offers “Guided FaultFinding” and “Guided Functions”operating modes.

Detailed information regarding theprocedures and the functionality ofthe Guided Fault Finding can befound in in chapter 7 of the VAS5051 operating manual.

57

Special Tools

Adjustment of Multi-FunctionTransmission Range (TR) Switch F125

Service

Adjustment Nut for the ContactLever Must Not be Loosened

Fastener with Slotted Holesfor Fine-tuning Adjustment

Adjustment Gauge T1017

58

Terms

Spread In the context of transmissions as the subject under discussion, spread isdefined as the “gear ratio range” of a transmission. The spread is ratio betweenthe gear ratio in 1st gear and in 6th gear (highest gear). The value of the spreadis obtained by dividing the ratio of the 1st gear by that of the highest gear(here, 6th gear).

Using the 09G transmission as an example:

1st gear 4.148

6th gear 0.686 4.148 : 0.686 = 6.05 (value rounded up)

Advantages of a large spread are:

In addition to a high acceleration ratio (for high traction), a low end ratio can beachieved. This last provides for an RPM reduction, which in turn decreases thenoise level and enables a low fuel consumption.

A large spread requires a corresponding number of gears so that the RPMdifferences when shifting gears (gear transitions) are not too great. Whenshifting, the engine should not enter into low torque RPM ranges that wouldmake acceleration difficult or impossible.

TiptronicShiftingStrategy Acceleration from standstill occurs normally in 1st gear.

It is possible to accelerate from standstill in second gear by upshifting intosecond gear before accelerating (using steering wheel Tiptronic or selectorlever). This facilitates acceleration from standstill when road traction is low,e.g., for winter street conditions.

In addition to allowing the manual shifting of gears, the Tiptronic function isnecessary, for example, to make use of engine braking. By dispensing withpositions 4, 3, 2 (new selector lever shift gate with positions “D” and “S”), adesired upshift prevention must be selected using the Tiptronic function (shiftselector lever into the Tiptronic gate).

Glossary

59

An on-line Knowledge Assessment (exam) is available for this Self-Study Program.

The Knowledge Assessment may or may not be required for Certification.

You can find this Knowledge Assessment at:

www.vwwebsource.com

From the vwwebsource.com Homepage, do the following:

- Click on the Certification tab

- Type the course number in the Search box

- Click “Go!” and wait until the screen refreshes

- Click “Start” to begin the Assessment

For assistance, please call:

Certification Program Headquarters

1 - 877 - CU4 - CERT

(1 - 877 - 284 - 2378)

(8:00 a.m. to 8:00 p.m. EST)

Or, E-mail:

[email protected]

Knowledge Assessment

Volkswagen of America, Inc.3800 Hamlin RoadAuburn Hills, MI 48326Printed in U.S.A.April 2005

Documents

6-Speed Automatic Transmission 09G/09M Design and Function · 6-Speed Automatic Transmission 09G/09M The Japanese automatic transmission manufacturer AISIN Co., LTD is the developer